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Thread: ESE's works engine tuner

  1. #33331
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    8th February 2007 - 20:42
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    I met Witteveen in 2000 at Philip Island for a job interview.He was completely full of himself because McWilliams had stuck his Aprilia on pole in 500GP , with completely insane riding skills.
    We got into an argument about the " hot exhaust duct concept " - he was wrong , but that wasn't proven till recently.
    He also told me anyone who relied on an engine simulator as a tuning tool , was an idiot ( thats you Neels ).
    My reaction was that the only idiot in the room was sitting in front of me -funnily I didn't get the job , sadly as working with Jan was a life long dream.
    How the guy has managed to bullshit his way into several positions of importance is beyond me to this day , as his arrogance and obvious delusions of grandeur are transparent.
    Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.

  2. #33332
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    4th December 2011 - 22:52
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    Quote Originally Posted by wobbly View Post
    He also told me anyone who relied on an engine simulator as a tuning tool , was an idiot ( thats you Neels ).
    I have to admit though that in 2000 he was not that far wrong - at that stage I still had to convince a certain Wobbly to stop using Dynomation2T and work with me, something I somehow got right.

  3. #33333
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    22nd November 2013 - 16:32
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    Wob, clearly the cooling of exhaust port & possibly the first stage of the header is the go. You & Jan have demonstrated that.

    Looking at the converse, would there be any benefit in insulating the bulk of the divergent cone and the rest of the pipe to retain some thermal energy?

    Sounds like he wasn't "witty even" with his bullshit cos he was a wanker.
    “The only reason for time is so that everything doesn’t happen at once”

  4. #33334
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    20th January 2010 - 14:41
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    Quote Originally Posted by ken seeber View Post
    Wob, clearly the cooling of exhaust port & possibly the first stage of the header is the go. You & Jan have demonstrated that.

    Looking at the converse, would there be any benefit in insulating the bulk of the divergent cone and the rest of the pipe to retain some thermal energy?

    Sounds like he wasn't "witty even" with his bullshit cos he was a wanker.
    I am no fan but the 400 did have shielding on the pipe.
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    I believe though its to stop a 250+KM/h air blast cooling the pipe.
    Here is a few examples on the 90's and early 2000's sheilds
    It also prevents unwanted heat going to the rider or the fairing or the clutch though.
    Note Bayles. (click three times)
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    Quote Originally Posted by Katman View Post
    I reminder distinctly .




    Kinky is using a feather. Perverted is using the whole chicken

  5. #33335
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    Effective cooling of the Ex duct is certainly effective , with the proviso that using the coldest water entering under the duct is NOT the way to go.
    Wrapping the header is proven to promote deto due to the returned mixture in front of the piston being overheated , ruining the trapped charges effect.
    But wrapping the diffuser - and then wrapping the mid or tailcone , would for sure have a positive effect , if and only if , the result was that the average pipe wall temp
    was maintained close to that as was tested on the dyno.
    You could then extrapolate that, and I agree Ken , that designing , then testing pipes already wrapped on the dyno , would increase retained heat energy as well as protecting the pipe
    surface from wind effects.

    Edit - wrapping most of the pipe would result in one downside , backing off into a corner the surface will remain hotter for longer, this may affect off corner acceleration
    helped by lower wall temp generated by heat loss from radiation.
    Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.

  6. #33336
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    25th August 2010 - 04:40
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    Ski-Doo has released a new model with factory turbocharged 850 E-TEC 2-stroke turbo engine:

    https://www.youtube.com/watch?v=UxZY2DegTzU

    https://www.ski-doo.com/2020-whats-new-ski-doo.html

    I think this is the first factory turbocharged 2-stroke snowmobile.

  7. #33337
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    1st May 2016 - 13:54
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    Snow is an environment where the superior power/weight of the 2-Stroke is still valued.
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    Cheers, Daryl.

  8. #33338
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    7th October 2015 - 07:49
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    Quote Originally Posted by wobbly View Post
    This I tested a while ago and it is now the new setup for the TM KZ R1 engines.
    What angle are you running , I tried 4 ,7 ,10 with 38 dia flat on a 54 piston.
    Wob, is the reason to extend the angled part of the piston wider than squash bend on the head, or simply left equal.
    Almost finished pistons for NS tests with fully open both A B, but still in doubts about the angle/flat dome dimensions. Started with 12 degrees squash and 44 mm flat center (6.5 mm squash width like on head) with 57 mm piston dia., but still left 2 mm height to play. Best would be 9 degree angle, as all my heads with this angle.
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  9. #33339
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    Honda fully covered pipes in carbon on their two cranks NSR 250 from second version in 1999 for Tohru Ukawa. This was usual Honda engineers rotation time when young group changed everything on last generation of NSR 250.
    Interesting one stage diffuser on one of the Pedrosa's Honda RS250RW 2004 pipe.
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  10. #33340
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    The tests were done initially with only a 5mm wide angle on the piston ( same width as the squish on the KZ engine ) but after a midnight dream about it
    I tried going 50% area , as would be the case with a " normal " squishband.
    This 38mm dia flat instantly gave better power and I was a little more comfortable machining only 1.2 mm off the top of the Vertex conical pistons.
    Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.

  11. #33341
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    2nd March 2013 - 15:04
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    Quote Originally Posted by wobbly View Post
    The tests were done initially with only a 5mm wide angle on the piston ( same width as the squish on the KZ engine ) but after a midnight dream about it
    I tried going 50% area , as would be the case with a " normal " squishband.
    This 38mm dia flat instantly gave better power and I was a little more comfortable machining only 1.2 mm off the top of the Vertex conical pistons.
    Wobbly, just to clarify:

    It sounds like the "50% of area" squish band angle on the piston was wider than the previous 5mm band. True?

    Did you only change the squish band width on the piston, or both piston and head?

  12. #33342
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    7th October 2015 - 07:49
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    Thank you Wob.
    Today try 9 degrees angle but left untouched flat part from previous 12 angle and its funny, on 57 mm dia piston it gave exactly 50% or 8,3 mm. so decide start from this point.
    Made different angles at B as A little further from carb so would be interesting how engine responds with little earlier pulse from A.
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  13. #33343
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    As the KZ engines have a CIK homologated straight line ignition , if we ran 50% squish in the head - this would lead to instantaneous deto death of the piston.
    The max width , that doesnt increase turbulence sufficient to effectively advance the burn speed , is 5mm , whereas a 50% squish would be 8mm.
    Ive got a thing thats unique and new.To prove it I'll have the last laugh on you.Cause instead of one head I got two.And you know two heads are better than one.

  14. #33344
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    20th January 2010 - 14:41
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    Quote Originally Posted by Pursang View Post
    Snow is an environment where the superior power/weight of the 2-Stroke is still valued.
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    Cheers, Daryl.
    You getting a lot of Snow atm in Brisbane atm?
    Quote Originally Posted by Katman View Post
    I reminder distinctly .




    Kinky is using a feather. Perverted is using the whole chicken

  15. #33345
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    20th January 2010 - 14:41
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    Quote Originally Posted by katinas View Post
    Thank you Wob.
    Today try 9 degrees angle but left untouched flat part from previous 12 angle and its funny, on 57 mm dia piston it gave exactly 50% or 8,3 mm. so decide start from this point.
    Made different angles at B as A little further from carb so would be interesting how engine responds with little earlier pulse from A.
    How many mm offset is that pin looks about 5mm is it just the pic?
    Quote Originally Posted by Katman View Post
    I reminder distinctly .




    Kinky is using a feather. Perverted is using the whole chicken

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